Fluid-pressure brake.



1K0. 833,101. PATENTED OOTflG, 1906.

R. FITZGERALD.

FLUID PRESSURE BRAKE.l APPLIOATIOH mm1) JULY?, 190g.

have itri'mited @mijn naw simi isiiiiiui im 5 prov'remams in `iuiriirssure @miie-s', of

which ith@ oiiowingis n. specification.-

viy irri/emilion miams-itu what isi wmmmijy" www; and. desivnteii ,sis s1. lri

a. iiiziriprfasasure walk system? Limi is inmndff if; impruemeni. upon @im pziriauinr Wp@ ruim; device risse-mirad 'sind Charmed il my prim patera@ NU. 608,561 ,.issiueii Auglist Q Q i? Miri-iran {.iscribes mid. iziainmfi in @writing @if faire ifaiw davice, und c-giiaiiiy t@ provide miams for prem mi is known in raiirwi "pm-iam@ ,ir brakes# which" mansion great an @mi isser@ im mirad comggiriis in 'im Wiieiii@ @mirad by' th@ radium of of r2. mir w im reis-ESM pumped 'fifiijfivafimgg Figurii i@ @.ceirai siecj wir@ eiwice; and Fig, 2 s. gestion im Una iirm/ -2 of Fig. Lfaliri through the Sarvieajami swarming waive.

Ae hriairrhofri me ralvwcaing is progwiiifri wh- .a imp @r @over 2 anni two chmu- GrI- mid Li, in 'frire iat/tm' @ma of which is ar rmirgia. iii@ iisibmi, @ad in @informar @mi of Wi wir iii@ riiiphriiggrri ms miriam herein Mier rnnfaparfwiririy ai is tirarmi-ur rima razyimiin u A wir? Mii-.ii 'M @s @Il-"fyi i irriyrcesarwir m6, (demoted by A .RJ and with ,tiieiiriiimmgfiimier "i, (denrlad by f3 C.)

The pison '13 trawl@ in the chamber 4 und ih th@ bly-pairs 4i, which' prmits the training@ 'arr' to fried xom the chamber i tu tim a'uzmiinr eservoirthrougii the passages 'v E@ :mei 26a amr past 1i c e'rtain vulve, designated saigz: whirii iidmi-t# im@ i@ the of ii'xyprewrit .invention is to' .Tilia intim wiwi.

"iifia Stem lfi'imsm cci/limi emi i; r@ inwhich ifi arranged m rsciprocutfe n pin i6, rmrmaily heid prnjeamd' hy L wief spring i6, iouzited in the hmmm 0i: 'Lim bore. This pin Constr wiwi, in' fmt, the smviufa-vnive :is it seats upon und Commis the port i7 in the einer? ganizywwiivea? tiirmigii whim Dort die auxil myreservoir :Air passies to tim. iir'uirwcyiinder. Tix@ 5mm i6 iam; two ulnssd 'sluts-i, 16"; @tering the bore iuimremf and forgiving :i pin i6", 'which @www yilrmigh the, sarvicwvziv mui salidos in the Hints am the vaivvsnoves in :mii mit 0f ih@ stem i6. The Uijcci. of iilis ment of the service-vidya, but permit of :L siish, inward movcment, with the remit thm fu'ii gri-assura against the prision' `1 I) wili not cause; the service-vulve to smit with my great or uimwessary pressure upon' its wat. yTo erfat this' result, the pistou-'chamber i is pro- Vidd with u stop arranged 0 limi*u the movement of the. pistou 13 to the right, Fig. i, mid

m. the present ummm-.e *dus stop :Lrizmgemen .P

wmpiises :L ringiii )roja-,tion ma, forming part 0f the casting o' Lim body ofthe *Juive dimm or casing.

As shown in Fig. 2, the forward portion of the stem i6 is'proviieflwith one. or more iongimidinul uimpnels 14 for the passage 0f'nux diary-reservoir zLiI. The 0.mcrgency-vulve is prvided, sis in Said Patent- No. 544,356, with' ucircumfcrimiiiilgrum'e18, v Y

.in the present instance. i. iin-vc shown me ifiLiw-ftyi-iuifr i'ciuzisv, mimimnsm npvrziied by u. diaphragm inswmi mi' its nmcaiumimxi equivniim., :i piswn, as Shown in said prior rimonta hereinimfvru rcfmrvai 1.0. As this diaphragm is .illustrated in the (irnwings, 1 Wiii describe it in a geimriri Way as foiiows: Bamen :i topl Cap 50 and the upper and of the Wrfe-casing is arranged orsccured a). ring 5i, providing u, diuphmgnvchamb yr 3,- hirving fre Communication with the atmosphere-'through its side in my suitable man mir. Thisring is provided with communi Cubism with Mie brakemyiinder through the imssrzg' i2 and 5%, as indicated. in dotted inles m Fig. i. The spide1-arm also has a 'passage 55, cmrimunicating with said pas `sage 54, but ciosed as to its outer emil by s.

)plug 56', which arrzmgemeiit is useful in case a,piessulg-mguiatirig vaivey ii fempiovedauch as simwn, :for instance, in Paterna No.

ICL

` always exposed to -reservoir-pressure.

4 of the stem of 'such valve, the air feeding 699,386, issued to me on May 6', 1902. The passages 54 and 55 commumcate with the release-port, Whose communication with the diaphragm-chamber 3 is controlled by the release-valve 58, which, as herein shown, hassure is reduced in the usual manner, the influence of' the distance-block and the dia phragrns is, removed from the release-valve,

whereupon the air admitted' 4to the.brake` cylinder, which may be assisted by a light spring on the release-valve, if desired, causes such release-valve to seat, and thereby close the brake-cylinder exhaust to atm-os here.

The reservoir-feed controller,'here1nbefore referred to, comprises an upwardly-springpressed valve 67, arranged t0 seat u n the ower portion of a bushmg 68, extended upwardly to the space below the lower diaphragm 62..v This bushing has a cent-ral bore 69 and radial ports 7.0, lwhereby when the feed-controller valve, whichfits loosely in the lower end of the bushing,is opened the air from the train-pipe is perinltted to iiow through passage 26, bore 69, port 70, and

assages 26a to thelauXiI-iary reservoir. The .bore 69 communicates with the space below the lower diaphragm through the orts 71,

so that the lower face of such dia agni is The top face of the upper diaphragm 61 is always exposed to train-pipe pressure, which flows from the train-pipe connection to. passages 27 and 27a, the latter passage terminating in the top cap and at the top face of the dia phragm 61. l

The bushing 68 makes an air-tight joint with the valve-casing, preventing the trainpipe air from passing to the auxiliary .reservoir when the valve 67 is,l seated. When this valve is held off from its seat by the contact of the lower diaphragm with the upper end past the piston 13.through theby-pass is 'free to flow by the valve 67 and to feed into the auxiliary reservoir. This is the normal condition of things Withl the. brake-release valve o en'. When the influence of the said diaphragm is removed, the spring of the valve 67 will close the latter, with the result that no air can feed into the auxiliary reservoir when the brake-release valve is closed.

The operation is as follows: The. train-pipe air enters the valve device and into the chainasalel ber {1,'forcing the-ports therein to the normal condition of`things is held .open in the man-l -ner described. The air passes upwardly ast the valve 67 and through the valve-bus 'ngand passage 26y t0 the auxiliary reservoir. The air, which'is now, H11-effect, reservoir-air,

.passes through the ports to and exerts its I pressureupon the under side ofthe lower'diaphragm, which pressure is-'counterbalanced bythe train-pipe pressure exerted upon the top face of the outer diaphragm.' To set thebrakes for service, aj proper reduction of trainipe pressure is made, withv the result that the piston 1 Smoves to the left, thereby closing the feedsgroove, the slot-and-pin connection of the service-valve permitting the piston 13 to pass the' feed-groove before such' valve is lifted yfrom its seat. A further travel of-the p iston lifts the servicdvalva. thereby permitting the reservoir-air to How past the Acontroller-valve 67 -and past the lservice valve to the brake-cylinder. When the 'pressure in the reservoirhas been reduced slightly ybelow that in the train-4 ipe, the .piston 13 moves to the. right ,andp seats the servicevalve. .When the train-pipe reduction was made, as described, the. pressure on the u per diaphragm 61 was also reduced, with the result4 that the reservoir-pressure exerted against the lcwerdiaphragm caused both dia hragms to be, forced upwardly. The brake-cylinder release-valve is now free to be closed by the lirst pressure entering the Abrake-cylinder. To release the brakes, the

train-pipe pressure is increased, whereupon the'.piston 13 and service-valve'are restored to normal posi-tion. This increased pressure will also pass to the upper side of the diaphragm, forcing both diaphragrns downward,

whereupon the release-valve will be unseated to exhaust or release the brake-cylinder.

The diaphragms open the release-valve before the lo'wer one thereof abuts the stem of the valve 67 to unseatthe latter, sof that no train-pipe air can enter the reservoir until afterthe relcase-valveis open. The accu.- mulating train-pipe pressure being thus unable to pass to the reservoir will keep acting against the release-valve mechanism until ,finally the release-valve is opened. The release-valve is thus compelled to open as the feed to the reservoirfis closed until such release-valveis opened, with the result that 'the brakes are prevented from sticking and releasing of the brakes always assure-d.

I n emergency action a considerable and sudden reduction of train-pipe pressure causes the pistan 13 to lift the emergencyvalvc, thereby first admitting the direct train pipe air to the brakcwylinder,and, owing to the particular construction of parts, subscquently admitting the reservoir-air on top olE the ytrain-pipe pressure. The release is effected in the same manner as in service action.

I claim- 1 1. In a railWay-brake-actuated device of ,the type in which' a movable-abutment-actuated lrelease-valve and a movable-abut-l ment-actuated service-valve are independent of eachother, the combination, with said valves, of a feed-groove'arrangement or bypass valve .governed by the service-valve abutment, and a valve interposed in a passage between said service-valve. abutment and the auxiliary'reservoir for governing'the feed to such reservoir and governed by the abutment of the release-valve.

2. In a railWay-brake-actuated device of the type in Which a movable-abntment-actuated release-valve anda movable-abutmentactuated service-valve are independent of each other, the combination, with said valves, of a. feed-groove around the abutment of the service-valve, and a springpressed -valve interposed in a passage -between said abutment and the auxiliary reservoir for governing the feed to the latter, the abutment of the release-valve operating to press against such valve andvhold it open so ong as the brake-release is op/en.

3'. The combination of a valve-casing having communication with. the train-pi e, brake-cylinder and auxiliary reservoir, a movable-abutment-actuated service-valve controlling the flow of fluid-pressure from the reservoir to the brake-cylinder, and operating in a chamber 4 having a feed-groove or by-pass 4a, a valve 67 arranged" in a passage 26 leading to the auxiliary, reservoir, and brake-release-valve mechanism for controlling said valve.

4. Ina device for actuating railway-brakes, service-valve mechanism comprising a movable abutment having a stem provided With .an end bore, a service-valve received in said bore, and a springfor holding such valve projected in combination with independent re.- lease-valve mechanism. y

5. In a device for actuating railway-brakes, service-valve mechanism comprising a movable abutment having a stem provided with ,a bore, a service-valve carried by such stem and having a pin-and-slot connection there- `with in combination with independent release-valve mechanism.

6. In a device for actuating railway-brakes, 'service-valve mechanism comprising a movable abutment having a stem provided with 4a bore, a pin` received by such bore and movable ltherein to act as a service-valve, and a spring arranged in the base or bottom of the said bore and bearing against the servicevalve 'to normally hold it projected in combination with independent releasefvalve mechanism. f i ,A

' 7. In av device for actuating railway-brakes,

i service-valve mechanismcomprising a mov'- able abutment, a service-valve' carried by the abutment and having a movement independservice-valve for limitin the movement of the abutment in the seating operation of the service-valve in .combination with independV ent release-valve mechanism;

S. In a device for actuating railway-brakes, service-valve mechanism comprising, in combination with a casingv having a chamber, a, movable abutment operatingl therein, a stop arranged in said chamber in the path of movement of the abutment, and .adapted to limit .the inward movement of such abutment, a service-valve carried by such abutment and having a movement independent of the abutment and independent release-valve mechanism.

9. In a device for actuating railway-brakes, service-valve mechanism comprising, in combination with a casing .having a chamber, a movable abutment operating therein, an annular projection arranged in saidbhamber in the path of movement ofthe ab utment-,ja service-valve carried by such abutment and having a movement independent of the abutment, and means for holding the service- Yvalve proj acted-With a yielding pressure in respect to the abutment and independent release-valve mechanism.

10. Iny a device for actuating' brakes, means for preventing the iiovv of air to the auxiliary reservoir While the brakes are set and opening a passage to such reservoir after the release-valve is open, such passage being independent VAof the usual by-pass or feedgroove. p 11. In a device for actuating brakes, -the combination of release-valve mechanism, al piston governing the usual by-pass or feedgroove, and a' Separate valve governed by the release-valve mechanism and arranged in a feed-passage between the piston and-auX iliar t reservoir for opening or closing said feed-passage according to the movements of the release-valve mechanism.

l2. In a device for actuating railwaybrakes, service-valve mechanism comprising a movable abutment having a stem and a service-valve carried by and. normally held projected from such stem and having a movement `independent thereof in combination with independent release-valve mechanism.

R. FITZGERALD.

Wvitnesses z Lne4 J. IIAUER,

A. LARsnN.

ent thereof, and means independent-of the "i oo IIO 

